Auxiliary drive for propeller pitch control



Jan. 19, P954 Filed May 3, 1950 N. R. RICHMON D AUXILARY DRIVE FOR PROPELLER FITCH CONTROL 5 Sheets-Sheet l TT ORNE Y Jan. 19, 1954 N, R, RlCHMOND 2,666,490

AUXILIARY DRIVE FOR PROPELLER FITCH CONTROL Filed May 3, 1950 5 Sheets-Sheet 2 727 PeaPL-LLER CONTROL PEL/W Bog P/rcHLocKL/N/T Ml? LJ? 268 27o 245 Lp 250 EPP/Ng Go vins/a1? Pfviks/Ng 246 JoLaNo/a VALVE FE'EDs/vck PoravnoML-rew I 1 l I l l l l l l 1 l I I 0 VER/VOI? IN VEN TOR.

H TTOR NE'Y Jan. 19, 1954 N, R RlCHMOND 2,666,490

AUXILIARY DRIVE FOR PROPELLER PITCH CONTROL Filed May 5, 1950 5 Sheets-Sheet 3 In l IN VEN TOR. MI'SUIIRI'L'I/Und H TTORNEY.

Patented Jan. 19, 1954 UNITED STATES PATENT OFFICE AUXLIARY DRIVE FOR PROPELLER PITCH CONTROL Application May 3, 1950, Serial No. 159,772

Claims.

This invention relates to improvements in aircraft propellers and more specifically to variable pitch propellers having improved control means therefor.

It is an object of this invention to provide a control unit for a propeller having self-contained pitch varying mechanism carried by the rotatable hub portion thereof.

Another object of this invention is to provide a control mechanism of the type described for transmitting controlling movements and power supply energization to a pitch varying mechanism housed within the normally rotating portion of the propeller from a stationary unit fixed against rotation.

A further object of this invention is to provide controlling operation of a variable pitch propeller having pitch changing mechanism contained within the rotatable propeller including a power source normally energized by propeller rotation whereby said source of power may be energized When the propeller is stopped.

A still further object is to provide a gear train for transmitting controlling and operating movements from a stationary control unit to pitch changing mechanism carried Within the rotatable portion of the propeller, said gear train including operable connections to a governing servo` system.

These and other objects will become readily apparent from the following detail description of the accompanying drawings in which:

Fig. l is a schematic illustration of a propeller and associated gear train for transmitting con- .or gear i6 which may form a part of a turbine or reciprocating piston power plant and which also serves to drive a tachometer generator l2 which in turn transmits electrical energy to an electronic governor schematically shown at i4. The electronic governor in turn both receives and transmits electrical signals to the propeller control system as Will become apparent hereinafter.

lThe propeller illustrated herein comprises a hub 2S which may have a, plurality of radially extending variable pitch blades 22 mounted Nil-160.2)

therein with each of the blades having fluid operated vane motors 24 mounted within the Shanks thereof. The vane motors 24 respond to high pressure fluid to vary the pitch of the blades in a low pitch or high pitch direction, as indicated by the arrows, it being noted that the letters LP and HP are used in the drawings to indicate said pitch directions respectively.

The propeller hub 2l] carries the entire pitch actuating mechanism internally thereof including an integral hydraulic reservoir, the actual ccnstruction of which is more clearly illustrated and described in copending application Serial No. 154,857, filed April 8, by Arthur N. Allen, Jr.

A pressurized sump 3c is provided for supplying fluid to a high pressure main pump 32 and a stand-by pump 34 by means of hydraulic lines 35 and 38, respectively. The sump 30 is pressurized to some nominal Value by means of a scavenge pump 40 which receives fluid from an oil chamber (not illustrated) under atmospheric pressure. The sump 39 is maintained at this predetermined normal pressure by means of a sump relief valve 42 which dumps relieved fluid back into the above-mentioned chamber which is under atmospheric pressure. High pressure uid from the pumps 32 and 34 is directed to a distributor valve generally indicated at 46 which controllably directs this high pressure fluid via the lines 48 or 50 to either` side of the vane motors 24 for Varying the pitchY of the blades 22. Since the capacity of the main pump 32 is sufficient for normal pitch changing movements, the output of the stand-by pump 34 is directed from the line 52 around lthe land 54 of the distributor valve 46 and then to the port 55 of the valve to a central drain passage 58 therein. When the demand for pitch changing movements is high, as reflected by large movements of the distributor valve, the land 54 Will close off the incoming fluid from the passage 52 so that the pressure in the passage 42 will immediately build up, sufficiently to open the check valve 5B so that an additional volume of uid will be available for pitch changing movement to supplement the flow of high pressure fluid coming from the main pump 32 via the line E2.

The central portion of the distributor valve d6 is actuated in reciprocating motion by means of a drive nut 10 engaging the Worm 'E2 carried by the central valve portion. A follow-up gear it 1s splined to the shaft of the worm 72 so that by means of the gear train TIS and the associated shaft 7S the valve central portion will be repositioned when the blade interconnecting gear Se is It is then apparent that during operation of the auxiliary motor the gears I I0 and I2 will be rotated so as to provide driving power for the propeller pumps while at the same time providing driving power through the reversing gear |92 to the planetary cluster |80 and the servo control input shaft |82. Hence, under these conditions with the propeller stopped the sun gear i 86 of the gear cluster |80 will be held stationary due to the fact that its driving gear E84 and gear |26 are also stationary. With the ring gear |90 now rotating, the planetary pinion |68 will yrevolve about the sun gear |86 so as to rotate the bevel gears |62 and the input shaft |82. With the input shaft now rotating in the same direction as it does when the propeller is rotating, the servo system to be described in connection with Fig. 2 then operates to produce the desirable controlling movements in the output shaft |68 to eventually move the distributor valve as desired.

Referring to Fig. 2, the servo control input shaft |82 is shown as driving the gears 226 of a servo pump which provides high pressure oil to the servo controller system. The supply of fluid for this pump is omitted from the drawings for convenience. The high pressure oil from the servo pump is supplied to a manifold 222 which in turn distributes the oil to a spring loaded relief valve 224, to a lock pitch switch 226, to the chamber 228 of the servomotor and to the proportional solenoid valve 236 which acts as a metering device for the servo system. After the metered oil leaves the pilot valve 236 of the proportional solenoid, it is routed via a line 232 to a normally closed chamber 231i of a reversing solenoid valve 236. metered oil from the pilot valve 230 at the same time is routed through the passage 2216 through a topping governor which is driven by the input shaft |82 and includes a valve 242 operated by the spring loaded fly weights 223; The metered oil normally passes through a topping governor valve 242 and iiows via the line 2M to a chamber 246 of the reversing solenoid valve and to chamber 248 of the servomotor.

The servomotor comprises a stationaryv piston l 256 and a moveable cylinder 252 which carries the rack teeth 252. When the servo rack is actuated in either direction it actuates the servo output shaft |68 through the gears 256.

inasmuch as the output shaft |558 eventually transmits motion to the distributor valve in the propeller hub, a lock pitch unit is coupled to the output shaft to provide selective locking thereof against rotation. The pitch lock unit responds to selective electrical signals from the propeller con I trol relay box of the 4low pressure switch 226, the low pressure switch providing automatic operation upon a failure of servo hydraulic pressure by means of electrical line 266.

The pitch lock unit comprises a pair of toothed disks 262 and 266 which are fixed to the output shaft |68. The teeth on the disk 262 are sloped in an opposite direction from those on disk 2613 so that a locking engagement with either of the disks by the locking members 266 and 263 will prevent rotation of the output shaft |68 in one of two directions. In other words, the locking member 266 will prevent rotation of the output shaft |68 toward a high pitch direction but will ratchet away so as to permit free movement in a low pitch direction. The locking member 268 on the other hand by engagement with the disk. 262 prevents rotation of the output shaft |68 in a low pitch direction only. Of course, simultaneous engagement of both the locking members 266 The of coil springs 210 and are held in a disengaged position by the solenoid coils 212 and 271i. The solenoid coils are in turn energized by signals received from the propeller control relay box which comprises the various electrical control elements and switches for operation and propeller control.

The servo unit lock system' and associated mechanism is claimed in co-pendingv patent application Serial No. 159,736, filed May 3, i950 by Melvin E. Longfellow now U. S. Patent No. 2,651,122, issued September l5, 1953.

It will be evident that since the locking elements are held disengaged by the solenoid coils 212 and 274 a failure of electrical power will perfab-1 mit the springs 21E] to immediately lock the elements 266 and 268.

in operation then (referring to the servo control system) the output of the oil pressure pump 226 of the servo pump is maintained at a def sirable pressure by means of the relief valve 221i.

This pressure always reacts on the servo rack tending to move it in a high pitch direction. This movement toward high pitch is resisted by the -metered oil from the proportional solenoid pilot valve 232 which valve is adjusted in response to the signals received from the electronic governor. The electronic governor causes the pilot valve 236 to increase the metered oil flow to the servo rack and move the output shaft in the low pitch direction when the propeller R. P. M. is below the desired setting. As the propeller R. P. M. is higher than the governor setting, the pilot valve 230 shuts oif the metered oil flow and opens the metered oil passage to drain which permits the servo rack and the connecting gear 256 to the output shaft i 68 to move in the high pitch direction. The low pitch to high pitch area ratio of the stationary piston 256 of the servomotor may be in the'order of two to one so that the servo force willbe equal in either direction.

The y ball type topping governor may be set for some desired R. P. M. as for example for of maximum desirable propeller R. P. M. to provide a safety measure against sudden excessive propeller rotational speeds as might, for example, result in a high speed turbo-driven propeller arrangement. Thus, in the event that the normal governing system fails, the topping governor regulates the flow of oil to the servo rack by means of its valve 242 to maintain constant propeller R. P. M. at the topping governor overspeed setting. Since the topping governor controls the propeller at a relatively low rate of ypitch change, a ball check valve 28D is provided in the reversing solenoid valve to permit by-passing of the topping governor for a drain passage from chamber 248 in the event of a requirement for a high rate of increase pitch change.

For reverse pitch operation both the reversing solenoid and the proportional solenoid are energized to permit direct high pressure servo oil flow to the servomotor and to isolate the topping governor from the system to prevent it from calling for a pitch change in the wrong sense if an overspeed occurs in reverse. The lay-passing is accomplished by unseating the ball check 266 in the reverse solenoid 236. With the ball check unseated, high pressure oil, which in metered form is leaving the pilot valve 236 into the line 246, will be permitted.to flow via the line 232 tlircush. the normally closed Chamber, 1.34ct; the,

For feathering, the proportional solenoid isY energized in the high pitch direction which drains chamber Zit and allows direct high pressure oil flow to the chamber E to move the servomotor to the extreme high pitchl position. In other words, by energizing the proportional solenoid in an extreme high pitch direction causes it to no longer meter oil intothe line Eile so that no pressure whatsoever is admitted to the low pitch side of the servomotor.

Since the position of the servo controller output shaft is a direct indication of propeller blade angle, a pitch stop cam mechanism 29e is connected directly to the shaft E53 by means of gears 292. The cam mechanism consists of five adjustable cams to provide a normal high pitch limit, a normal low pitch limit, a reverse limit, a feather limit and a starting limit which would correspond to an approximate zero pitch blade angle. Each of the individual cam elements are arranged to selectively trip electrical limit switches 29d which in turn disable the desired portion or the electrical system contained in the propellerv control relay box.

In orderl to sensitize the operation of the electronic governor and its output signal to the propeller solenoid, a feedback potentiometer has its moveable element connected to the shaft 29B which carries the pitch stop cam mechanism 29B. Hence, the movements of the servo output shaft itt will provide a simultaneous variation of potential output of the potentiometer which output is fed back as a signal to the electronic governor to provide in effect anticipator or follow-up signal.

Fig. 3 illustrates the various electrical units which represent the propeller control relay box and diagrammatically indicates the various electrical communications therein. Each of the previously mentioned electrically operatedelements are also shown diagrammatically herein as for example the auxiliary motor and lock pitch solenoids. For convenience,y the specinc electrical wire connections are not enumerated throughout.

For convenience of description instead, the gen- Y pitch than the setting of the normal low pitchA limit switch, the associated cam will trip this switch to open the circuit to the low pitch solenoid of the pitch lock and preventv the output shaft IES of the servo unit from moving any further toward low pitch. Following this, should the governor servo system move again toward high p itch the output shaft li will ratchet away from its locked position until the low pitch limit switch is returned to normal (as for example by spring leading)- The low pitch Solenoid 2"?2. of the pitch loci; unit will :again be energized to disengage` the loch. The normal high pitch limit switch will 8- lockL the Servo output shaft in Similar; meneer by de--energizingv the high pitch solenoid 2M of the pitch lock unit,

In the event that the feather switch is operated, a plurality of circuits are completed or closed. First, the holding coil 399 of the feathering switch is energized Vunder the control of the closedfeather limit switch. Second, the increase pitch relay is energizedjso that it opens the governor circuit and simultaneously applies battery current to` the governor proportional solenoid with a polarity to cause the governor servo sys tern to operate in a high pitch direction. Third, the high pitch solenoid 2M of the pitch loci; unit is held energized (unlocked position) independently of the normal low pitch limit switch. Fourth, the relay Si@ Vis energized so that the switch 342 is closedv to provide current to the auxiliary motor. Following this, the servo output shaft |68 actuates the distributor valve within the propeller hub to move the blades toward a feather position, keeping in mind that the position of the servo output shaft |63 is av direct indication of blade pitch position when the servo output shaft has moved to the'feather position. The feathering cani will actuate the feather limit Switch towardan open position to open the holding coil 33t of the feathering switch which will cause the switch to return to normal position. At the same time the high pitch solenoid 2l@ of the pitch lock unit is defenergized so that its corresponding spring 2li? (Fig. 2) will engage the lock preventing further movement of the servo output shaft toward a higher pitch, i. e., beyond feathering. As a precautionary safety measure, it is possible to override the dre-energizing operation of the feather limit switch by further manual operation of the feathering switch in a feathering direction.

To unfeather the propeller the unfeathering switch is moved toward the UF position which energizes the unfeather relay via the line and since in moving to the feathered position the normal high pitch limit switch had been moved to the dotted line position, the relay 3io (for the auxiliary motor) is energized also as follows. Battery current flows from the lock pitch switch via the line fl, through the high pitch limit switch (in dotted position), through line 526 and the line 328 adjacent the unfeather relay switch (which is now closed) and finally to line 33t and the relay 3i@ to energize the auxiliary motor. Thus it will bek apparent that when the servo shaft returns to the high pitch limit switch setting this switch will return to its normal (full line) position to cle-energize the auxiliary motor.

At the same time that current is flowing from the lock pitch switch (va line 32d) as escribed above (for energizing the auxiliary motor), curi rent will also flow through the normal low pitch limit switch via line 331iback through connection .ij-36 and then via line 338 to energize the low pitch lock solenoid 212 toward an unlock position thus permitting movement toward low pitch (unfeather). Y

At the same time since the propeller is not rotating, or is beginning to slowly rotate, the electronic governor will call for a reduced pitch thereby signalling the proportional solenoid accordingly.

It should be noted that the proportional solenoid consists of two coils connected in parallel (Fig. 3). Although both coils are required to provide governing power having high rate of reswitches are closed. In addition to the switches shown a safety switch would also be provided, which switch would be operable to a closed position by engagement of the aircraft landing gear with the ground in a manner well-known in the art. With the switches closed, current then ows from the battery to lines 35E?, 352, 354 to energize the reversing relay. At the same time the decrease pitch relay is also energized through lines 356, 35S while the reversing solenoid is energized via line 360.

It is apparent that the decrease pitch relay will open the circuit from the electronic governor and will apply battery current with proper polarity to the proportional solenoid via the contacts of the decrease pitch relay so as to decrease pitch toward a reverse position.

The reversing relay energizes the low pitch lock solenoid (to permit movement toward low pitch) via the line 376, the reverse limit switch, line 372, junction 335 and line 338. It will be noted that this circuit will be opened when the reverse limit switch is operated to an open position by its cam. The reversing relay when energized also simultaneously conditions the unreversing relay by energizing the latter via line 3M). This connects the unreversing relay with the normal low limit switch which is held in the dotted line position by its cam when the servo output shaft moves to reversing position. Thus the unreversing relay Will be held in this position by obtaining current from the lock pitch switch, the low pitch limit switch, line 382 and junction 384 even when the reversing relay is subsequently de-energized.

When the reverse limit switch is opened (when the propeller blades reach proper reverse position) the low pitch lock solenoid 212 is de-energized to lock the servo input shaft against movement toward low pitch.

In order to unreverse, the reversing switch is returned to normal as shown, and the reversingY relay is de-energized. Although such de-energization breaks the flow of current to the line 38B of the unreversing relay, the latter is still energized by the contacts of the normal' low limit switch (dotted line position) so Ythat'consequently the increase pitch relay is energized.

The increase pitch relay thereafter opens the circuit from the electronic governor and simultaneously directly energizes the governor and proportional solenoid to actuate the governor servo system toward high pitch. As the servo system moves past the normal low pitch position, the low limit switch is returned to normal thereby cle-energizing the unreversing relay which in turn de-energizes the increase pitch relay to return the pitch control to the electronic governor.

When Starting a turbine power plant (turboprop installation) it may be desirable to have the propeller blades in nat pitch. Thus when the starting switch is operated the decrease pitch relay operates to decrease pitch, the starting relay operates through the normal contacts of the starting switch, the relay 3H! operates the auxiliary motor (to obtain pump pressure since the propeller is not rotating) and the low pitch lock is energized to an unlock position. The lpropeller servo system then moves toward low pitch until the start limit switch is yopened by its respective cam. This de-energizes the starting relay and the auxiliary motor relay 3U) whilethe low pitch lock is de-energized into a lock position and the blades are then in flat pitch. When the turbine power plant starts the 'starting switch is returned to normal thereby de-energizing the decrease pitch relay and returning control to the electronic governor.

A manual lock pitch switch is provided for manually de-energizing the high and low pitch lock solenoids 272 and 274 to lock the servo system output shaft |63 against movement in either direction.

Although only one embodiment of this invention has been illustrated and described herein, it is apparent that various changes and modications may be made in theconstruction and arrangement of the various parts without departing from the scope of this novel concept.

What it is desired to obtain by Letters Patent '1. In a propeller having variable pitch blades, means for varying the pitch of said blades, power means for actuating said pitch varying means including operative connections thereto, means for driving said power means when the propeller is rotating, a governing servo mechanism operatively connected to said pitch varying means for controlling said pitch varying means including servo power means normally driven by propeller rotation, said servo power means including a member fixed yduring propeller rotation, and auxiliary means for driving both said power means when the propeller is stationary including operative connections to both said power means.

2. In a propeller having variable pitch blades, means for varying the pitch of said blades, rotatable power means for actuating said pitch Varying means including operative connections Vto the latter, normally stationary means for rotatably driving said power means whenthe propeller is rotating including operative connections tosaid power means, a governing servo mecha-l nism having operative connections to said pitch` varying means for controlling said pitch varying means including servo'power means normally energized by propeller rotation, said servo source of power including a member xed during propeller rotation, and auxiliary means operatively connected to said normally stationary means and said member for driving said normally stationary means and said member to energize both said power means when the propeller is stationary.

3. In a propeller having variable pitch blades, means for varying the pitch of said blades, power means for actuating said pitch varying means including operative connections thereto, means for governing said propeller, control mechanism operatively interconnecting said power means and said pitch varying means including a servo system responsive to said governing means, said servo system having a source of servo power including mechanism actuated by rotation of the propeller, said control system including means for driving said first power means when the propeller is rotating, and auxiliary means for energizing said rst power means and said servo source of power when the propeller vis non-rotating including operative connections to said power means and said source of power.

4. A propeller according to claim 3 wherein said control system includes a planetary gear having operable connections to the propeller and to said auxiliary power means, said planetary gear "including gearjelements whereby sfaidservo source of power 'isfac'tiiate'd in the1 same A'directionby rotation. of the 'propeller and by said auxiliary source of power.

5. ln a propeller' lassen'ibly 'having variable pitch blades, means for varying 'the pitch of ,said blades carried 'for yrotation with the 'propeller including 'a source lof power 'and 'control' ,meansv therefor, said 'source of power being normally ,actuated by (propeller rotation, fmeans 'for governing said control 'means lincluding movable elements carried by a non-rotatingy portion 'of 'the propeller assembly Vinc lu'ding pp erativecconnections to said control means, means fordriving said movable. elementsfin a gi'ven'direction by vp ropelle r rotation including connections jto said propeller, and, auxiliary means carriedby saidy non-rotating, portion lfor actuating fsaid source of power and driving saidelemen'ts in said rotation includingv operative connectionsto said propellenand auxiliary means carried bysaid non-rotating portion for actuating said source of power and drivingsaid'elemeht's infsaid given direction when the propelleris non-rotating, including a planetary gear train interconnecting said auxiliary means and said elements, said auxiliary means also including operative connections tosaid source 1c ifpower.

,'7. A propeller accordingtoclaim fwherein said planetary geartrain interconnection com yprises sun gear connected 'to sa'id driving. means, a planetarycarrier v 'conneeted to `said movable elements. andlafplanetary pinion op ,eratively connected to said sun'ge'arand aux- S- .11.1 acontrol of said blades, means for controlling said tch varying means, means for governingsaid controlling means, and means in terconnecting` said govern'ingmeans and k'said controlling`l means @Ome prising a planetary geartraimsaid geartrain having a normally stationaryjplanetcarri Ioperatively connected to said governingmeans, a planet pinion rotatablewiththe )propelling` kand a sun gear operatively connectedto said controllingt means, and meansresponsive. t0. movements of ,said governing means vfor rotating said planet carrier and changing the position of said planetary pinions relative to said sun gear.

9. In a propeller' assemblyhaving variable 2 blades, means for varying the pitch of said blades carried by the rotatable portionoi the. propeller assembly comprising, ypower means fora said pitch varyingineanaand means for controlline said pitch varying means... ih eembeeii-Oe o f, means carried by a nonrotajaioler portion of saidprop-eller assemblyfor drivingxsaid power means. and. `for driving, Said ,eeetrollingeens .when .the empaler is. rotating. foreieveljnesta@ @sans variable pitch blades, meansfprvaryingthe, pitch faeceyfo Ato said driving means i ii'ficluding a servojsystem responsive to Vsaid 'governing meansjan'd -'animated by "said driving means, said driving means 'compri'sing, a rst planetary gear 'interconnecting said vdriving means and saidservo systernforenergizingthe latter, a second planetary gear interconne'cting said driving means and said vservo system for driving said controlling means, and auxiliary means for driving said power means, energizing said servo means and driving said controlmeans when the propeller is non-rotating.

10. A propeller 'having variable vpitch blades and comprising hydraulic means for Vvarying the pitch of said blades, pump means 'for supplying iluidfunder pressureto said pitch varying means ,and valve means for controlling the ilow of said 'l'uid under pressure, each of said means being carried by and rotatable with said propeller, in combination, a governor, ay servo system responsive to said governor including driving and driven elementsQai-ld a control transfer mechanism comprising, a normally stationary element operatively connected to said pump lmeans whereby pump means is energized :by propeller rotation, a normally rotating element operatively connected to said driven elementandto said valve means, said normally yrotating element moving `in timed Vrelation to the propeller for maintaining said valve means inoperative, means operated'by driving element and operatively connected to said normally rotating element for varying its more ment relative tothe propeller'and operating'said 'valve means, and auxiliary'rneans' operatively ccn- .nected to saidnornally stationary element for rotating "said .normally ystationary' element 'when the propeller is stationary including mechanism for driving said driven element.

ll. A propelleraccording to claim 'lo wherein the operativeconnection between norm lly rotating element and said driven element inch1 a planetary gear.

12. A propeller according to claim lo wherein the means operated by said driving element com Aprises asten-up stepdown planetary gear having its planetary carrier engagingsaiddriving element.,

13. Ina propellerhaving variable pitchblades, means for varying the pitch of said blades includ V ing a control valve, power means for actua-ti said pitch varying means, Yan element for rota ably, driving said power means when the propeller is lrotating, governing means yincluding Aa se systemand aservo source of'power, a member vJXeddOr rotation with ,tnegpropeiieig-'Conga mechanism having aiirst connection between said servo source of power and said. member and a second "connectionbetween said servo s and saidcontrol valve, and auxiliary means inicluding operative connections tosaid yelement and said servofsourceuof power for driving said element and said servo source of povlerwhen the propeller is stopped whereby said power .is energized and said servo source civ power op system, said system including `a servo sourcel of erablewhenthe. propeller stopped 14. Inapropellerhaving variable rh blades,

,l means forvarying 4the pitch of saidblades ineluding acontrol valve, power means for actu saidpitch Varyingmeans, an element for rotatably driving said 'p "wer 'means when the propeler is rotating, governingfmeans including a servo power, a member x'e'd 'for' rotation with the propeller control mechanismhaving a first Connern tionfbetween fsaid'jservo system and said member ing said controlling means operatively connected'lsand'aseconcl connection 'between' saidsrvo Sys..

tem and said control valve, and auxiliary means including operative connections to said element and said servo source of power for driving said element and said servo source of power when the propeller is stopped whereby said power means is energized and said servo source of power is operable when the propeller is stopped.

15. A propeller comprising, variable pitch blades, means for varying the pitch of said blades,

power means for actuating said pitch varying A means, and means for controlling saidpitch varying means, the combination of, means for governing the propeller, a servo system operatively connected to said governing means, said servo system including driving and driven members, and control mechanism interconnected between said servo system and said power means and said pitch control means including operative connections to said driving and driven members, said power means and said driven member normally being operated by propeller rotation and including an element fixed during propeller rotation, and auxiliary power means operatively connected to said control mechanism and to said power means and said driven member for operating said power means and driven member when the propeller is non-rotating.

- NELSON R. RICHMOND.

References Cited in the le of this patent UNITED STATES PATENTS Number Name Date 2,320,195 Rindeisch May 25, 1943 2,403,532 Hoover v July 9, 1946 FOREIGN PATENTS Number Country Date 560,522 Great Britain Apr. 16, 1944 593,736 Great Britain Oct. 24, 1947 

